Internal-combustion engine.



P. DANIEL. INTERNAL GOMBUSTION ENGINE.

APPLIOATION FILED PEB.4, 1909.

Patented May 10, 1910.

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A TTOHIVE Y8 ing drawings,

PAUL DANIEL, on NEW YORK,

N. Y., ASSIGNOR 'ro BENJAMIN G. PASKUS, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

emcee,

Specification of Letters Yatent.

racemes May 1o, 1910.

Application filed. February 4, 1909. Serial No. 476,004.

' To all whom it may concern:

Be it known that I, PAUL DANIEL, a citi zen of the Republic of France, and a residentof the city of New York, Richmond Valley, borough of Richmond, in the county of Richmond and State of New York, have invented a new and Improved Internal- Combustion Engine, of which the following is a full, clear, and exact description.

This invention relates to certain improvements in two-cycle internal combustion engines, and relates more particularly to the means employed for supplying the fuel to form the explosive mixture, and for automatically cont-rollingthe amount of fuel admitted.

In myprevious Patent No. 8778M,

granted January 28, 1908, I disclose a twocycle engine in which air is compressed in the crank case and delivered through a con duit to the inlet valve of the engine, said inlet valve being disposed at the opposite end of the cylinder from the crank case. In this engineI positively inject a quantity of liquid into the conduit adjacent the outer surface of the valve, so that when the valve is opened and the air rushes into the cylinder,

it will carry the fuel along therewith and become thoroughly mixed with said fuel in the cylinder prior to and during the com-.

pression stroke. In my present invention I eliminate the means for positively forcing in the fuel and rely upon the partial vacuum in the crank case during the compression of the charge in the cylinder, to not only draw air into the crank case but also to draw in the. fuel. I provide means for automatically varying the vacuum pressure, so as to vary the quantity of fuel drawn in. To do this,

I control the air inlet valve rather than directly controlling the fuel. Reference is to be had to the accompany forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures, and in which- Figure 1 is a longitudinal section through an engine constructed in accordance with my invention; Fig. 2 1s a section on an enlarged scale showing the liquid inlet and the mixing chamber; and Fig. 3 isa top plan view of the throttle valve.

In the specific form illustrated, I employ a cylinder 10 having a spring-pressed inlet valve 11 at its outerend and having an exhaust port 12 intermediate its ends and controlled by the piston 13. Atthe end of the cylinder opposite to the inlet valve is a crank case 14 which serves as the compression chamber for the air. The air is taken into the crank case past the spring-pressed valve 15 and is delivered through a conduit 16 to the inlet value 11 of the cylinder. The details of construction of these parts constitute no portion of the present invention, except so far as hereinafter indicated.

Adjacent the air inlet valve 15 which leads to the crank case, is a short tubular casing 1'? closed at its outer end by a sheet of gauze 18, which prevents the passage of dust, dirt, or other foreign bodies to the valve 15 and the interior of the crank case. The valve stem 19 of the valve 15 extends out through the gauze screen '18 and is-provided with a spring 20 for normally holding the valve in its closed position. During the compression of the charge within the cylinder there is formed a artial vacuum in the crank case-and the di erence in presthe crank case during the suction of air thereto. At the outer endof the valve stem 1 provide a nut 21 engaging with the outer end of-the spring 20, so that by tightening or loosening this nut I may increase or diminish the tension of the spring 20 and thus ,control' the vacuum pressure in the crank preferabl .opens inwardly toward the cylinder an is norm'ally'held closed by a coil spring 22. Encircling the valve seat and 0.0

extending outwardly therefrom is a short cylindrical tube or casing28, the' outer end of which carries a transversely-extendi g plate 24.- The; late is provided with apertures theret rough, and in engagement with the outer surface of the plate is a rotatable valve plate 26 having similar openings which may bebrought lnto' registry with the openings in the plate 2 1. The

plate 26 constitutes a throttle-valve and may; be rotated manually to contrelthe flow of air throughthe conduit-16 and thedome 29 to theinlet valve 11. As shown, the outer end of the valve stem 18 carries a short, lever 30 for facilitating the rotation of the valve.

. The space beneaththe throttle'valve 26 andabo ve the automatic valve 11 constitutes whatmay be termed a mixing chamberand intothis mixing chamber is injected the liquid fuel during the suction of the air into the crank case.v For delivering this liquid fuel, I preferably provide a liquidchamber 31, closely adjacent the mixing chamber 23 Q and having a float 32 and a valve 33 for controlling the admission of liquid fuel to the chamber 31. This float and valve may be of any suitable character desired, and serve merely to maintain a substantially-constant level of liquid inthe liquid chamber 31. Leading from the lower end ofthe liquid chamber is a passage'3 1 terminating in a' nozzle 35 disposed within the mixing cham-, her, and Within this passage is a heck valve 36 preferably in the form of a ball. The float maintains-the'liquid in the chamber3l' slightly below the level of the nozzle 35, so

that there is always some liquid in the passage 3 1 ready 'to be delivered to the mixing chamber. The-interior of the float chamber is attl e same pressure as the outside atmos- 'phei'e, as the upper portion of the fioat chamber is not air-tight. As the vpiston qtarts up tolcompressthe exp1osive m1xture within explosion chamber, a partial vacuum 1s created-in the'erank ease, as above "indicated, andthis partial vaouuniwill, of

course, extend. upthrou hthe conduit 16" and ast the throttle. va ve to the mixing .cham er- 23. This-conduit and mixing chamber may, therefore,be considered as'a portlon of the compres'slon chamber: As, soon as th s partial vacuum'ls formed in the mixing chamber, theli uid fuel is drawn in from the float cham er past the ball valve 36 and through the nozzle 35 into I this portion. of the compression chamber.

The amount of liquid fuel drawn in is of course. dependent upon the extent of the vacuum pressure and the vacuum pressure is dependent upon the tension of the spring 20 of the air-inlet valve andthe resistance :to the opening of the latter. I therefore vary the quantity of liquid fuel drawn in and vary thevacuum ressure by controlling the valve 15. which a mits the air. As soon asthe liquid fuel enters the mixing chamber it falls upon the valve 11 and is 'vapo rized due to the heated condition of the valve. The vaporizing of the liquid fuel tends to cool the valve and to cause the vapors to become mixed with the air in the dome. 29 of the upper portion of the conduit 16. 1

Having'thus described my invention, I claim as new and desire'to' secure by Letters Patent: i

1.. A two-cycle internal combustion engine havingan explosion chamber, a compression chamber, aconduit for delivering compressed air from said compression chamber, \-,to said ex losion chamber, an automatic in: let valve fbr permitting the entrance of air to the compression chamber during the compression of the charge in the explosion the opening ofsaid valve, an inlet valve for controlling the admission of air from said conduit to said explosion chamber, means for inducting a liquid fuel into said conduit, and .means for automatically preventing the return movementof said fuel, the quantity of fuel inducted being dependent upon the revalve. 1 I I a v 2; two-cycle internal combustion engine having a cylinder provided, with an inlet .port, a crank case serving as a compression chamber, a spring-pressed inlet .valve for crank case to said inlet ort, the portion of the conduit adjacent sai inlet port serving aas a mixing chamber, a liqui fuel float chamber *ad aIcent said mixing chamber, a passage leading from said .float chamber'to said mixing chamber and terminating in a passage, the suction'of air into said crank chamber, and .the quantityv of the fuel in-,

the spring ofthe first-mentioned valve.

3. An internal combustion engine having her, a conduit delivering'air to theformer from the latter, an inlet valve within said conduit and closely adjacent said'explosion chamber, for preventing the return of fiuid from saidexplosion chamber to said conduit, a throttle valve within said conduit and adjacent said inner valve, for control si'stance to the opening of the first-mentioned said-crank case, a conduit leading from said,

ducted being' depdnilent-upon the tension of;

an explosion chamber, a compression cha n chamber, means for varying the resistance. to

spray nozzle, and a check valve within said.

case servingto'indu'ct fuel intos'aid mixingsamav g ling the quantity of fluid admitted from said conduit to said explosion chamber, and means controllable by .a vacuum pressure in the compression chamber and conduit for inducting a fuel into the latter'during the admission of unchargedair'to said compres- 1 sion chamber.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

PAUL DANIEI Witnesses:

CLAlR WV. FAmBA K, JOHN P. I) Av1s. 

